JP2017087954A - Vehicular brake control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic braking effectively using the brake force of a rear wheel after a vehicle collides, in a vehicular brake control apparatus.SOLUTION: A vehicular brake control apparatus controls braking force generated by a brake mechanism 22 disposed in each wheel of a vehicle. A brake ECU 10 includes: a collision detection part 24 for detecting a collision of the vehicle; and an automatic brake control part 26 for causing a brake mechanism 22 to generate braking force in a case where a collision of the vehicle is detected. An ABS control part 28 performs ABS control in either of an independent mode for independently controlling braking force of left and right rear wheels RL, RR and a low select mode for aligning braking force of the left and right rear wheels RL, RR to a lower side of the braking force. A mode switchover part 30 selects the independent mode as an ABS mode during execution of an automatic braking after a collision.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle brake control device, and more particularly to a vehicle brake control device suitable for appropriately controlling a braking force at the time of a collision.

  Patent Document 1 discloses a device that automatically generates a braking force when a vehicle collides. According to this apparatus, the establishment of avoidance of secondary collision following the initial collision can be enhanced.

The automatic braking function described above may be mounted on a vehicle together with an antilock brake system (hereinafter referred to as “ABS”). ABS generally avoids wheel locking during braking by performing the following process:
・ Calculation of estimated vehicle speed Vb ・ Calculation of wheel speed Vwi of each wheel ・ Calculation of slip ratio Si of each wheel based on Vb and Vwi ・ Pressure reduction of brake hydraulic pressure of wheels whose slip ratio Si exceeds a threshold

  The estimated vehicle body speed Vb is calculated based on, for example, the maximum value of the four wheels of the wheel speed Vwi. The estimated vehicle speed Vb is usually subjected to an acceleration guard in order to increase its accuracy. That is, the acceleration generated in the vehicle has a limit value Glim due to restrictions such as the grip force of the wheels. For this reason, the amount of change ΔVb generated in the vehicle speed during the sampling period Δt is Glim * Δt at the maximum.

  In the acceleration guard process, the estimated vehicle speed Vb is calculated at each sampling period so that the difference between the previous time and this time does not exceed Glim * Δt. Specifically, if the vehicle speed based on the wheel speed Vwi etc. has changed from the previous estimated vehicle speed Vb (n-1) beyond Glim * Δt, the amount of change will be Glim * Δt. The current estimated vehicle speed Vb (n) is calculated. According to such a method, it is possible to continue to appropriately calculate the estimated vehicle body speed Vb without being affected by abnormal values such as the wheel speed Vwi.

  Here, in a vehicle equipped with ABS, the braking force of each wheel is normally controlled independently. The ABS may be equipped with a low select control (low hydraulic pressure selection) function for the purpose of improving vehicle stability on a road surface with a low friction coefficient μ (hereinafter referred to as “low μ road surface”). is there.

  The brake hydraulic pressure when the wheel shifts to the locked state becomes lower as the road friction coefficient μ (hereinafter referred to as “road surface μ”) is lower. For this reason, the brake hydraulic pressure when the ABS starts to operate becomes lower as the road surface μ is lower. The deceleration due to braking becomes smaller as the brake hydraulic pressure is lower. For this reason, the deceleration of the vehicle when the ABS starts to operate becomes smaller as the road surface μ is lower.

  The above-described low select control is typically executed when the ABS starts to operate under a deceleration below a threshold value. According to such execution conditions, after the ABS control operation is started, the braking force of each wheel is controlled independently on the road surface with a high friction coefficient μ (hereinafter referred to as “high μ road surface”), and the low μ road surface Then, the braking force is controlled by the low select control.

  In the low select control, the brake oil pressure of the left and right rear wheels is aligned with the lower oil pressure. When the braking force of each wheel is controlled independently on a low μ road surface, only one of the left and right rear wheels exhibits a high braking force. Since such a braking force gives a moment in the yaw direction to the vehicle, the vehicle posture can be changed. According to the low select control, the braking force of the left and right rear wheels can be made uniform, so that the vehicle posture during braking can be stably maintained on the low μ road surface.

JP 2000-313323 A Japanese Patent Application Laid-Open No. 2015-047980

  As described above, the device described in Patent Document 1 automatically generates a braking force after detecting a vehicle collision. By the way, at the time of a vehicle collision, the wheel speed Vwi may suddenly drop, and the vehicle body speed may be greatly decelerated exceeding the acceleration guard. In the vehicle equipped with ABS, the estimated vehicle speed Vb is calculated under the acceleration guard. In this case, a large divergence occurs between the wheel speed Vwi and the estimated vehicle speed Vb, and an excessive slip ratio is mistakenly recognized. Arise.

  For this reason, in a vehicle in which the device described in Patent Document 1 and ABS are both mounted, after automatic braking is started due to a collision, the ABS may start to operate at a stage where no significant deceleration occurs. is there. If ABS is started under a low deceleration, low select control is started even on a high μ road, and the brake hydraulic pressure of the rear wheels is adjusted to the low pressure side during ABS operation. In this case, although both the left and right rear wheels have sufficient grip margin, their brake hydraulic pressures can be kept unnecessarily low.

  In automatic braking after a collision, it is desirable that each wheel effectively generates a braking force from the viewpoint of avoiding a secondary collision. In this regard, the device described in Patent Document 1 has a problem that when combined with a conventional ABS, the braking force of the rear wheels cannot be effectively utilized during automatic braking.

  The present invention has been made to solve the above-described problems, and it is an object of the present invention to provide a vehicle brake control device that performs automatic braking effectively using the braking force of rear wheels after a vehicle collision. And

In order to achieve the above object, the present invention is a vehicle braking control device for controlling a braking force generated by a brake mechanism arranged on each wheel of a vehicle,
A collision detection means for detecting a vehicle collision;
Automatic braking means for generating braking force in the brake mechanism when a vehicle collision is detected;
The braking force is controlled so as to suppress the locking of the wheel by either an independent mode for independently controlling the braking force of the left and right rear wheels, or a low select mode in which the braking force of the left and right rear wheels is aligned on the low braking force side. Anti-locking means to loosen,
Mode switching means for selecting the independent mode during braking by the automatic braking means;
It is characterized by providing.

  According to the present invention, when a vehicle collision is detected, braking by the brake mechanism is automatically started by the automatic braking means. At this time, the anti-lock means operates in the independent mode instead of the low select mode. According to the independent mode, each of the rear wheels generates a braking force without being affected by the other state. For this reason, according to the present invention, the braking force of the rear wheels is not unnecessarily limited during automatic braking after the collision, and the braking force of the rear wheels can be effectively utilized.

It is a figure which shows the structure of Embodiment 1 of this invention. 4 is a flowchart of a routine executed by the brake ECU in order to realize part of the ABS control unit and the mode switching unit shown in FIG. 1 in Embodiment 1 of the present invention. 4 is a flowchart of a routine executed by the brake ECU in order to realize the automatic braking control unit shown in FIG. 1 and the remaining part of the mode switching unit in the first embodiment of the present invention.

Embodiment 1 FIG.
[Configuration of Embodiment 1]
FIG. 1 is a block diagram showing a configuration of a vehicle braking control apparatus according to Embodiment 1 of the present invention. As shown in FIG. 1, the braking control device of the present embodiment includes a brake ECU (Electronic Control Unit) 10.

  An airbag ECU 12 is electrically connected to the brake ECU 10. Four collision sensors 14 are electrically connected to the airbag ECU 12. The collision sensor 14 is disposed in front (Fr), rear (Re), right (R) and left (L) of the vehicle, and converts the impact detected by each into an electric signal to the airbag ECU 12. Supply. The airbag ECU 12 detects the occurrence of a collision based on these electric signals, and supplies a collision occurrence signal to the brake ECU 10 when a collision is detected.

  A wheel speed sensor 16 is electrically connected to the brake ECU 10. The wheel speed sensor 16 is disposed on each of the four wheels of the vehicle, and provides a wheel speed signal corresponding to the rotational speed of each wheel to the brake ECU 10. The brake ECU 10 can calculate the wheel speed Vwi of each wheel based on their rotational speeds (however, the symbol “i” means an identifier assigned to each of the front, rear, left, and right wheels).

  An acceleration sensor 18 is also electrically connected to the brake ECU 10. The acceleration sensor 18 detects the acceleration in the longitudinal direction of the vehicle, and provides an acceleration signal corresponding to the acceleration to the brake ECU 10. The brake ECU 10 can detect acceleration in the vehicle longitudinal direction based on the acceleration signal. Hereinafter, in this specification, acceleration when the vehicle body speed increases is referred to as “acceleration G”, and deceleration when the vehicle body speed decreases is referred to as “deceleration G”, and “G” is always positive. It shall be treated as having the following sign.

  A brake actuator 20 is further electrically connected to the brake ECU 10. A brake mechanism 22 is connected to the brake actuator 20 via a hydraulic pipe. The brake mechanism 22 is disposed on each of the left and right front wheels (FL, FR) and the left and right rear wheels (RL, RR), and includes a wheel cylinder that operates at a pressure corresponding to the brake hydraulic pressure.

  The brake actuator 20 includes a master cylinder that generates a hydraulic pressure corresponding to the depression force of the brake pedal, a pump for increasing the brake hydraulic pressure without depending on the master cylinder pressure, a reservoir for storing brake fluid, and the like. In the present embodiment, the brake actuator 20 can supply brake hydraulic pressure to the brake mechanism 22 of each wheel using a master cylinder or a pump as a pressure source.

The brake actuator also includes a hydraulic circuit that controls the brake hydraulic pressure of each wheel. In the present embodiment, this hydraulic mechanism is configured to selectively realize the following two modes.
(1) Independent mode: A mode in which the brake hydraulic pressure of each wheel is controlled independently.
(2) Low select mode: For the rear two wheels, the brake oil pressure is set to the low pressure side pressure.

  The brake ECU 10 includes an input / output interface used for exchanging signals with the airbag ECU 12 and the like, a memory device such as ROM / RAM, a CPU, and the like. The brake ECU 10 executes a program stored in the ROM to thereby execute main functions shown by blocks in FIG. 10, that is, a collision detection unit 24, an automatic braking control unit 26, an ABS control unit 28, and a mode switching unit 30. Is realized.

  The collision detection unit 24 detects a vehicle collision based on a collision occurrence signal provided from the airbag ECU 12. Further, when the collision detection unit 24 detects a vehicle collision, the collision detection unit 24 provides a signal representing the detection to the automatic braking control unit 26.

  The automatic braking control unit 26 performs a process for automatically generating a braking force when the collision detection unit 24 detects a vehicle collision. At this time, the brake actuator 20 receives the brake control signal supplied from the brake ECU 10 and supplies the brake hydraulic pressure boosted by the pump to the brake mechanism 22 of each wheel. As a result, automatic braking for avoiding secondary collision after vehicle collision is realized.

  The ABS control unit 28 generates a brake control signal for suppressing the lock of each wheel. Specifically, the ABS control unit 28 calculates the slip ratio Si of each wheel based on the wheel speed signal supplied from the wheel speed sensor 16 and the acceleration signal supplied from the acceleration sensor 18. Then, a brake control signal corresponding to the slip ratio Si of each wheel is supplied to the brake actuator 20. In response to this signal, the brake actuator 20 reduces the brake pressure of the wheel whose slip ratio Si exceeds the threshold value. Then, when the slip ratio Si returns to an appropriate value, the brake hydraulic pressure of the pressure source is supplied to the wheel again. In the present embodiment, the ABS function is realized by this.

  The mode switching unit 30 performs processing for switching between the “independent mode” and the “low select mode” described above. The ABS control unit 28 generates a brake control signal for realizing the ABS in the independent mode or the ABS in the low select mode according to the selection of the mode switching unit 30.

[Basic operation of this embodiment]
Next, the basic operation of the apparatus of this embodiment will be described with reference to FIG. FIG. 2 is a flowchart of a routine executed by the brake ECU 10 to realize the ABS function in the present embodiment. When the brake ECU 10 executes the routine shown in FIG. 2, a part of the ABS control unit 28 and the mode switching unit 30 shown in FIG. 1 is realized.

  The routine shown in FIG. 2 is started at a predetermined cycle during a period in which the braking process is executed in the vehicle. More specifically, the routine shown in FIG. 2 is repeatedly executed at predetermined intervals during a period in which a braking operation is performed by the driver and during a period in which automatic braking is performed by the brake ECU 10. And

  In the routine shown in FIG. 2, first, the deceleration G (n) of the vehicle is detected based on the acceleration signal supplied from the acceleration sensor 18 (step 100). Here, (n) is an identifier representing the current sampling timing. Further, as described above, G has a positive sign.

  Next, it is determined whether or not the deceleration G (n) is equal to or less than the deceleration guard value Gg (step 102). The deceleration guard value Gg is a value set on the assumption of the maximum deceleration that can occur while the vehicle is traveling. If the deceleration G (n) is equal to or less than the deceleration guard value Gg, it can be determined that an abnormal deceleration G (n) has not been calculated. Therefore, when the above condition is satisfied, the deceleration G (n) is maintained as it is.

  On the other hand, when the deceleration G (n) does not fall below the deceleration guard value Gg, it can be determined that there is a high possibility that the deceleration G (n) exhibits an abnormal value due to some influence such as noise. In this case, in order to suppress the influence of the abnormal value, the value of the deceleration G (n) is replaced with the deceleration guard value Gg (step 104).

  Next, the wheel speed Vwi (“i” is an identifier representing the wheel position) of each wheel is detected based on the wheel speed signal supplied from each wheel speed sensor 16 (step 106).

  Next, based on the wheel speed Vwi, a value that accurately represents the vehicle body speed during braking is calculated as the basic wheel speed Vw0 (step 108). In the present embodiment, the maximum value of the wheel speed Vwi of the four wheels is set as the basic wheel speed Vw0. However, the calculation method of the basic wheel speed Vw0 is not limited to this, and the method can be replaced with another known method according to the characteristics of the vehicle.

Next, it is determined whether or not the basic wheel speed Vw0 satisfies the following condition (step 110). However, Vb (n-1) is the estimated vehicle speed calculated during the previous processing cycle. T0 is a sampling period.
Vw0 ≧ Vb (n-1) −G (n) · t0 (1)

  If the deceleration of the vehicle is G (n), the change in speed that occurs between the previous processing cycle and the current processing cycle is G (n) · t0. Accordingly, the right side of the equation (1) means the current vehicle speed calculated based on the deceleration G (n). If the basic wheel speed Vw0 satisfies the condition of step 110, it can be determined that the value Vw0 is not abnormal with respect to the deceleration G (n). In this case, the basic wheel speed Vw0 is set to the estimated vehicle body speed Vb (n) in the current processing cycle (step 112).

  On the other hand, if the condition of step 110 is not satisfied, it can be determined that the basic wheel speed Vw0 is excessively decreased with respect to the deceleration G (n). In this case, it is determined that the basic wheel speed Vw0 has decreased excessively due to the influence of the wheel lock, etc., and the value Vb (n-1) −G (n) · t0 on the right side of the equation (1) is the estimated vehicle body speed. Vb (n) is set (step 114). The processing in steps 102 to 114 is an example of a method for calculating the estimated vehicle speed Vb with acceleration guard. The method is not limited to this, and can be replaced with another known method using an acceleration guard.

When the above processing is completed, the slip ratio Si of each wheel is then calculated according to the following calculation formula (step 116).
Si = {(Vb−Vwi) / Vb} · 100 (2)

  The brake ECU 10 starts the operation of the ABS when the slip ratio Si exceeds a threshold value at any wheel during the braking process in the vehicle. In this routine, following step 116, it is determined whether or not the ABS operation has been started in the current processing cycle (step 118).

  As a result, when it is determined that the ABS operation is started in the current processing cycle, it is determined whether or not the deceleration G (n) detected in this routine is below the low selection threshold Gth (step 120). . ABS starts to operate when any wheel is locked. The wheel lock occurs when the braking force generated by the wheel is smaller as the friction coefficient μ of the travel path is lower. For this reason, the deceleration that occurs when the ABS starts operating has a correlation with the friction coefficient μ of the road surface that is running. Therefore, according to the processing of this step, it can be determined whether the road surface during traveling is a low μ road assumed in advance.

  If the condition of step 120 is satisfied, it can be determined that the vehicle is traveling on a low μ road. In this case, the brake ECU 10 selects the low select mode as the ABS mode (step 122). If ABS is executed in the independent mode while traveling on a low μ road, the braking force of the left and right rear wheels becomes unbalanced, and the vehicle behavior may become unstable. According to the low select mode, the brake hydraulic pressures of the left and right rear wheels can be aligned to the low pressure side. In this case, there is no bias in the braking force of the rear wheels, so that the vehicle behavior during braking can be kept stable.

  On the other hand, if the condition of step 122 is not satisfied, the independent mode is selected as the ABS mode (step 124). If the condition of step 122 is not satisfied, it can be determined that the vehicle is traveling on a high μ road. In this case, it can be expected that each wheel stably exhibits a high braking force. Under such circumstances, by operating the ABS in the independent mode, a high braking force can be obtained without destabilizing the vehicle behavior.

  When the above processing is completed, next, processing for controlling the braking force of each wheel is performed (step 126). Specifically, the brake hydraulic pressure of each wheel is appropriately controlled according to the slip ratio Si of each wheel and the selected mode.

[Characteristic operation of this embodiment]
(Relationship between ABS and automatic braking)
Next, characteristic operations of the apparatus according to the present embodiment will be described. As described above, when detecting the collision of the vehicle, the apparatus according to the present embodiment starts automatic braking in order to avoid the secondary collision. Here, when the vehicle collides, rapid deceleration that does not occur during normal traveling, more specifically, deceleration accompanied by the deceleration G that exceeds the deceleration guard value Gg described above may occur. At that time, the wheel speed Vwi of each wheel shows a rapid decrease in the same manner as the actual vehicle speed.

  The apparatus according to the present embodiment operates the ABS as necessary even during automatic braking after a collision. At this time, the estimated vehicle body speed Vb is calculated under the acceleration guard, and thus does not rapidly decrease. For this reason, at the time of a vehicle collision, only the wheel speed Vwi rapidly decreases, and the estimated vehicle body speed Vb is easily calculated to a value higher than the actual value. When such a calculation is made, an excessive slip rate Si is mistakenly recognized by the calculation of the above equation (1), and in reality, when no slip rate Si requiring ABS is generated on any wheel, the ABS is detected. It may start.

  Furthermore, in this case, ABS is started at a stage where each wheel does not exhibit a large braking force. As a result, a situation may occur in which it is determined that the deceleration G of the vehicle is below the low select threshold Gth when the ABS starts (see step 120 above). For this reason, if automatic braking is simply started after a vehicle collision, the low select mode is unnecessarily selected, and a situation may occur in which the braking force of the rear wheels is not fully utilized during operation of the ABS.

  For this reason, in this embodiment, when automatic braking is started due to a vehicle collision, and then the operation of the ABS is requested, regardless of the deceleration G at that time, the independent mode is selected and the ABS is operated. did. According to the independent mode, the braking force of the rear two wheels can be used effectively. In this case, a sufficient grip remaining force is left in each wheel when the ABS starts to operate. Therefore, by operating the ABS in the independent mode, it is possible to efficiently generate the braking force while maintaining the vehicle posture stably.

(Processing by brake ECU)
FIG. 3 is a flowchart of a routine executed by the brake ECU 10 in order to realize the above function. When the brake ECU 10 executes the routine shown in FIG. 3, a part of the automatic braking control unit 26 and the mode switching unit 30 shown in FIG. 1 is realized. The routine shown in FIG. 3 is repeatedly executed at predetermined intervals after the vehicle is started.

  In the routine shown in FIG. 3, first, it is determined whether or not a condition for starting automatic braking after a collision is satisfied (step 130). Specifically, it is determined that the automatic braking start condition is satisfied when a collision occurrence signal is received from the airbag ECU 12.

  If it is determined that the conditions for starting automatic braking are satisfied, next, processing for starting automatic braking is performed (step 132). Specifically, a brake control signal for instructing the brake actuator 20 to start automatic braking is supplied. Upon receiving this signal, the brake actuator 20 subsequently applies the higher one of the brake hydraulic pressure boosted by the pump and the brake hydraulic pressure boosted by the master cylinder until the end of automatic braking is commanded. Operates to supply cylinders.

  On the other hand, if it is determined in step 130 that the automatic braking start condition is not satisfied in the current processing cycle, step 132 is jumped. In this case, the state is maintained if automatic braking has not yet started, and the state is maintained if automatic braking has already started.

When the above processing is completed, it is next determined whether or not a permission condition for independently controlling the hydraulic pressure of the rear two wheels is established in the ABS at the time of collision (step 134). In the present embodiment, when the following two conditions are both satisfied, it is determined that the permission condition is satisfied.
(1) Control for automatic braking after a collision is being executed.
(2) The estimated vehicle speed Vb exceeds the speed at which ABS operation is permitted.

  In other words, in the present embodiment, if automatic braking after the collision is started and the operation of the ABS is permitted, it is determined that the condition of step 134 is satisfied. When it is determined that this condition is satisfied, the brake ECU 10 starts processing for controlling the rear wheel hydraulic pressure in the independent mode during the operation of the ABS (step 136). When this process is started, the ABS mode is maintained in the independent mode even if the low select mode is selected in other routines including the routine shown in FIG. For this reason, according to the device of the present embodiment, during the operation of the automatic braking after the collision, even if the ABS is started under the low deceleration G, the braking force of each wheel is independently and effective during the operation of the ABS. It can be used for.

  On the other hand, if it is determined that the condition of step 134 is not satisfied, the process for controlling the rear wheel hydraulic pressure in the independent mode is terminated (step 138). After this process is executed, if the low select mode is requested in another routine, the ABS can be executed in the low select mode.

  When the above processing is completed, it is next determined whether or not an automatic braking end condition after the collision is satisfied (step 140). Here, whether or not this condition is satisfied is determined when the vehicle speed is sufficiently lowered, or when an operation for requesting termination of automatic braking is performed by the driver.

  If it is confirmed that the end condition is satisfied, the automatic braking control is immediately ended (step 142). On the other hand, if the establishment of this condition is denied, step 142 is jumped to and the current routine is immediately terminated thereafter.

  As described above, according to the routine shown in FIG. 3, the ABS mode can be limited to the independent mode during execution of automatic braking caused by a vehicle collision. For this reason, according to the apparatus of the present embodiment, even when an excessive slip rate is erroneously recognized at the time of a vehicle collision and ABS is started early, the braking force of the rear wheels is effectively used to increase the automatic braking. A braking force can be generated.

[Modification of Embodiment 1]
In the first embodiment described above, the independent mode is always selected as the ABS mode during execution of automatic braking due to a collision. However, the selection condition of the independent mode is not limited to this.

  For example, “the brake operation by the driver not being performed” may be added to the selection condition of the independent mode. In this case, the maximum braking force is generated in the independent mode only when the driver cannot perform the brake operation after the vehicle collision, and the vehicle stability is improved under the situation where the driver can perform the brake operation. You can preferentially use the low select mode.

  Furthermore, in addition to “the driver does not perform a brake operation” or instead of this, “the steering operation is not performed” may be added to the selection conditions for the independent mode. . When the steering operation is performed, it can be estimated that the driver intends to change the traveling direction of the vehicle. According to the above condition, the low select mode can be selected in this case, and the stability of the vehicle can be improved. At this time, the stability of the vehicle may be further improved by operating an EBD (Electronic Brake force Distribution).

  In addition, when an acceleration sensor that detects lateral acceleration is mounted on a vehicle and lateral acceleration is detected, the independent mode may not be used as the ABS mode during automatic braking after a collision. In this case, ABS in the low select mode is executed, and automatic braking with an emphasis on ensuring the stability of the vehicle can be realized.

  In the first embodiment described above, the “collision detection means” of the present invention is realized by the airbag ECU 12, the collision sensor 14, and the collision detection unit 24 of the brake ECU 10. Further, the “automatic braking means” of the present invention is realized by the automatic braking control unit 26 and the brake actuator 20 of the brake ECU 10. Further, the “anti-locking means” of the present invention is realized by the ABS control unit 28 and the brake actuator 20 of the brake ECU 10. The mode switching unit 30 of the brake ECU 10 implements the “mode switching unit” in the present invention.

10 Brake ECU
12 airbag ECU
14 collision sensor 16 wheel speed sensor 18 acceleration sensor 20 brake actuator 22 brake mechanism 24 collision detection unit 26 automatic braking control unit 28 ABS control unit 30 mode switching unit

Claims (1)

A vehicular braking control device for controlling a braking force generated by a brake mechanism disposed on each wheel of a vehicle,
A collision detection means for detecting a vehicle collision;
Automatic braking means for generating braking force in the brake mechanism when a vehicle collision is detected;
The braking force is controlled so as to suppress the locking of the wheel by either an independent mode for independently controlling the braking force of the left and right rear wheels, or a low select mode in which the braking force of the left and right rear wheels is aligned on the low braking force side. Anti-locking means to loosen,
Mode switching means for selecting the independent mode during braking by the automatic braking means;
A vehicular braking control apparatus comprising:

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